FYI/Question:

I just ordered a C220 intake manifold (aluminum) anyway, but does anyone know if it will fit the 230 K engine? I assume it will, and I'll find out soon enough. Anything to get rid of that plastic nonsense!
So just a note, if anyone's interested in performance M111 building, that's a thought.I'll report findings in a couple days.

Hey Guys,logan,Jay

Things are happening just alittle slowly as usual,but spring is here and i want this thing going well before summer!
The car is about 3 hours drive from the Dyno tuning workshop,i want to drive it there but am concered about the possibilty of the timing being incorrect in the motec ecu now that im 1000% sure the cam timing is set correctly. I was contemplating buying a timing light,degree wheel and CAN-USB interface for the motec ecu so i would test all this myself...but theres some concern that the maps might be a fair way out as it was possibly tuned with a faulty "jetting" injector and it would be driven back on new injectors,so may just pay a small fortune and truck it back for safety's sake...

Anyway,the engines back in the car,but theres a few things to sort before we are ready for tuning.

Im currently building the new fuel rail to suit Evo7/8/9 560cc twin spray injectors...the inlet is substantially smaller on the evo injectors so the old rail could not be used....the new rail also has to hold the injectors square to the spray pattern is even accorss the two intake valves!.
I will have the injectors tested so we can see what angle the spray is and how well we can position them for best atomisation though mounting distance from the valve is hard to change so we will at least provide some adjustment on the fuel rail mountings to allow a few degrees on the vertical plane so i can be adjusted on the dyno.

As well as installing the adjustable exhuast cam i didnt want to have to remove most of the engine to adjust it...so i have cut a 25x50 hole in the front upper cover at the most convenient location(one where the cam isnt under tention so it doesnt slide while being adjusted)...the problem is you cant just leave a hole there...so its in being machined with a nice sealing plate to bolt on and keep the oil in =).

So another 3-4 weeks and should be on the dyno!,will post some results of that cam here...and this time might even rememebr to get some vids of the dyno run! =)

Paul

Pretty sure it will fit,what was the reason for going with the alloy item?...
I would have thought the plastic would have been better at keeping out heat =)

Are you going to modify the alloy one to accomodate different piping?

thats gr8 Paul,

I love this attention to details, and i am very interested to see how it all goes. i am really interested in the cam adj results, as that would really shed some light on prolly the trickiest part of tuning engines, atleast to me

good luck

__________________
Jay,
-----------------
-1995 Blue W202 C36 AMG (M) SOLD ;(
-1995 Black W140 S500 (Lady)
-1992 Black W124 E300 (Dima) (Ex-Mosselman
Twin turbo Kit).
-1988 Black W124 300 E 4-Matic.(Nadeen)
-1983 Brown W126 500SEL.(Old Lady)(Sold)
-1981 Gold W123 280CE.(Dareen)(Sold)
http://www.youtube.com/user/jayrasheed

jay i should have said all three of you, i forget whimple had posted, and hes the same.

looking and sounding good paul, but i think you are over doing the effort into geting the perfect spray across the valves, i dont think you will over heat and drop an intake valve, you should have just got 4 jet injectors so it just hoses fuel everywere :-)
all sounding good tho!
and i love your O.C.D its making for a sick car :-p

Thanks jay!,after searching the net for results on the exhaust cam timing it seems there are a lot of mixed results...usually a slight gain is made with minor to major trade offs in other parts of the rpm,but some times no trade off. we will see! =)

Logan, had to whip out google on the OCD and lol'd^^.
When i pulled her apart last month it looked like #1 injector had been hosing in,that would explain the black smoke on the dyno even though the mixtures looked good,however there is evidence on all 4 that fuel has not been atomising properly and has washed around the divider and gathered between the centre of the ports on top of the piston...after speaking to a few locals thay all suggested that i should be running a split spray injector like the oe item...i would guess a single jet would be ok if it was mounted further back from the valves but i think most manufacturers run them close for best idle!

ot: just tested a military grade probe camera at work(40K worth) just slide it in a 6mm hole and play with the joy stick...could check all sorts of parts inside the engine...and other stuff no doubt^^.

Whats this for? :$

__________________
Jay,
-----------------
-1995 Blue W202 C36 AMG (M) SOLD ;(
-1995 Black W140 S500 (Lady)
-1992 Black W124 E300 (Dima) (Ex-Mosselman
Twin turbo Kit).
-1988 Black W124 300 E 4-Matic.(Nadeen)
-1983 Brown W126 500SEL.(Old Lady)(Sold)
-1981 Gold W123 280CE.(Dareen)(Sold)
http://www.youtube.com/user/jayrasheed

Jay,the little cover is for access to the exhaust sprocket bolts,the sensors are oil temp and oil pressure taken from the oil feed to the turbo,though iv got an oil thermostat with room for sensors so will shift those sensors to it at some stage!

Its the sensors i was wondering abt. Thanks.
Great idea.

__________________
Jay,
-----------------
-1995 Blue W202 C36 AMG (M) SOLD ;(
-1995 Black W140 S500 (Lady)
-1992 Black W124 E300 (Dima) (Ex-Mosselman
Twin turbo Kit).
-1988 Black W124 300 E 4-Matic.(Nadeen)
-1983 Brown W126 500SEL.(Old Lady)(Sold)
-1981 Gold W123 280CE.(Dareen)(Sold)
http://www.youtube.com/user/jayrasheed

Thanks!,its a handy location for them as it routes the oil feed up beside the oil dip stick away from the hot manifold then across to the turbo,so when i shift the sensors i think i will just install bungs and keep the oil flowing this way!

RESULTS:

Retarding the cam gave a ok increase throughout most if the RPM range,not bad for such a cheap mod.

The runs were done with no boost control and a 10psi spring on the wastegate.notice the exhaust cam in full advance made for a slightly better peak hp.




cheers,
Paul

What abt the intake side? and what would u be going with in the end rtd or adv?

__________________
Jay,
-----------------
-1995 Blue W202 C36 AMG (M) SOLD ;(
-1995 Black W140 S500 (Lady)
-1992 Black W124 E300 (Dima) (Ex-Mosselman
Twin turbo Kit).
-1988 Black W124 300 E 4-Matic.(Nadeen)
-1983 Brown W126 500SEL.(Old Lady)(Sold)
-1981 Gold W123 280CE.(Dareen)(Sold)
http://www.youtube.com/user/jayrasheed

Hey guys,yip played with the intake advance too heres the results without boost control,you were right about the switching needing to occure higher in the RPM range than the original 4300rpm switch point!.
We have a 6300rpm limit instead of the 5800rpm factory limit,the tuners think it would quite happily make more power past 6300 but im not willing to find the valve train limits.





Heres the new power curve Vs the one we did late last year which had two bent rods/possible incorrect timing and a faulty injector.
Now we have the exhaust sprocket,new split spray injectors,new rods and 100% correct timing....Power now peaks at 236.5kW @ the wheels,we estimate that's around 385Hp at the crank!...it feels great on the road.

gr8 to see the car performing man, but i am more than sure your engine can rev with ease to 6900+ with no risk, the low RPM limit from factory is only due to the S/C.

Any way whats the cranck throw on this engine? A Mitsubishi engine stroked to 2.3 runs an almost 100mm cranck and still revs past 7600RPMs

__________________
Jay,
-----------------
-1995 Blue W202 C36 AMG (M) SOLD ;(
-1995 Black W140 S500 (Lady)
-1992 Black W124 E300 (Dima) (Ex-Mosselman
Twin turbo Kit).
-1988 Black W124 300 E 4-Matic.(Nadeen)
-1983 Brown W126 500SEL.(Old Lady)(Sold)
-1981 Gold W123 280CE.(Dareen)(Sold)
http://www.youtube.com/user/jayrasheed

thanks!,maybe we will look into raising the limit alittle more at some stage,it does run tappered valve springs which are said to be better for high lifter/high rpm!? but really would need to be tested.
Im not sure what the throw is,i would assume it to be fairly large as it had always produced healthy torque for its size!.

Even with the incredibly long gearing,when we had the limit at 6000 i hit limit way too quickly,6300 made a huge difference,7900 and i would never have to change gear.